Land vehicles incorporating impact management systems

ABSTRACT

A land vehicle includes a frame structure, a plurality of wheels, and an impact management system. The frame structure includes an operator cage that at least partially defines an operator cabin and a rear compartment positioned rearward of the operator cage in a longitudinal direction. The frame structure includes a pair of rails that each extends in the longitudinal direction from a first end arranged adjacent a pair of front wheels to a second end arranged adjacent a pair of rear wheels. The plurality of wheels are supported by the frame structure. The plurality of wheels includes the pair of front wheels and the pair of rear wheels. The pair of front wheels are positioned forward of the pair of rear wheels in the longitudinal direction.

CROSS-REFERENCE TO RELATED APPLICATION(S)

This application is a continuation application of, and claims priorityto, U.S. application Ser. No. 17/884,526, which was filed on Aug. 9,2022, and which is a continuation application of U.S. application Ser.No. 17/546,641, which was filed on Dec. 9, 2021. The contents of thoseapplications are incorporated herein by reference in their entireties.

TECHNICAL FIELD

The present disclosure generally relates to land vehicles incorporatingcrash safety features, and, more particularly, to utility and deliveryvehicles incorporating crash safety features.

BACKGROUND

Crash safety features for land vehicles, particularly crash featuresincorporated into, or designed for use with, land vehicles such asutility and delivery vehicles, for example, may have variousshortcomings. In particular, crash safety features for electric utilityand delivery vehicles may have certain drawbacks. For those reasons,among others, crash safety features that avoid the limitations ofconventional components and/or systems remain an area of interest.

SUMMARY

The present disclosure may comprise one or more of the followingfeatures and combinations thereof.

According to one aspect of the present disclosure, a land vehicle mayinclude a frame structure, a plurality of wheels, and an impactmanagement system. The frame structure may include an operator cage thatat least partially defines an operator cabin and a rear compartmentpositioned rearward of the operator cage in a longitudinal direction.The frame structure may include a pair of rails that each extends in thelongitudinal direction from a first end arranged adjacent a pair offront wheels to a second end arranged adjacent a pair of rear wheels.The plurality of wheels may be supported by the frame structure andinclude the pair of front wheels and the pair of rear wheels. The pairof front wheels may be positioned forward of the pair of rear wheels inthe longitudinal direction. The impact management system may besupported by the frame structure and positioned forward of the operatorcage in the longitudinal direction. The impact management system may beconfigured to deform in response to impact forces applied thereto in useof the land vehicle to maintain structural integrity of the operatorcage and the pair of rails. The impact management system may include acrash cage extending in the longitudinal direction from the first endsof the pair of rails to a forward-most point of the land vehicle.

In some embodiments, the crash cage may include (i) a pair of uprightinner posts each directly affixed to a corresponding one of the firstends of the pair of rails, (ii) a pair of upright outer posts eachspaced from a corresponding one of the pair of upright inner posts in alateral direction perpendicular to the longitudinal direction such thatthe pair of upright outer posts are located outwardly of the pair ofupright inner posts in the lateral direction, (iii) a pair of upperlinks each extending in the lateral direction from one of the pair ofupright inner posts to one of the pair of upright outer posts, and (iv)a base link extending in the lateral direction from one of the pair ofupright outer posts to the other of the pair of upright outer posts thatis positioned vertically beneath the pair of upper links relative to asupport surface on which the land vehicle is positioned. One of the pairof upright outer posts, one of the pair of upright inner posts, one ofthe pair of upper links, and the base link may cooperate to at leastpartially define a first four-bar linkage of the crash cage, and theother of the pair of upright outer posts, the other of the pair ofupright inner posts, the other of the pair of upper links, and the baselink may cooperate to at least partially define a second four-barlinkage of the crash cage. The first four-bar linkage and the secondfour-bar linkage may be aligned with the pair of rails in thelongitudinal direction at the first ends of the pair of rails.

In some embodiments, the crash cage may include a lower crash assemblyhaving a first lower beam extending parallel to the pair of rails in thelongitudinal direction, a second lower beam spaced from the first lowerbeam in the lateral direction and extending parallel to the pair ofrails in the longitudinal direction, a first crossbar extending in thelateral direction to interconnect the first and second lower beams, anda second crossbar positioned rearward of the first crossbar in thelongitudinal direction that extends in the lateral direction tointerconnect the first and second lower beams. The first lower beam mayextend in the longitudinal direction from one end coupled to one of thepair of upright inner posts to another end arranged adjacent theforward-most point of the land vehicle, the second lower beam may extendin the longitudinal direction from one end coupled to the other of thepair of upright inner posts to another end arranged adjacent theforward-most point of the land vehicle, the lower crash assembly mayinclude a first strut affixed to the first lower beam and the secondcrossbar such that the first strut is arranged oblique to the firstlower beam, and the lower crash assembly may include a second strutaffixed to the second lower beam and the second crossbar such that thesecond strut is arranged oblique to the second lower beam.

In some embodiments, the crash cage may include an upper crash assemblyhaving (i) a first upper beam extending parallel to the pair of rails inthe longitudinal direction that is coupled to one of the pair of uprightinner posts such that the first upper beam is arranged vertically abovethe pair of rails, (ii) a second upper beam spaced from the first upperbeam in the lateral direction that extends parallel to the pair of railsin the longitudinal direction and is coupled to the other of the pair ofupright inner posts such that the second upper beam is arrangedvertically above the pair of rails, and (iii) a crash wallinterconnecting the first and second upper beams in the lateraldirection that is arranged adjacent the forward-most point of the landvehicle. The crash cage may include a first outrigger structureextending from one of the pair of upright outer posts to a first end ofthe crash wall located adjacent the first upper beam and a secondoutrigger structure extending from the other of the pair of uprightouter posts to a second end of the crash wall located adjacent thesecond upper beam. The first outrigger structure may be shaped to definea first arc between the one of the pair of upright outer posts and thefirst end of the crash wall, the second outrigger structure may beshaped to define a second arc between the other of the pair of uprightouter posts and the second end of the crash wall, and the first andsecond outrigger structures may be configured for deformation inresponse to forces applied thereto in one or more directions that arenot parallel to the longitudinal direction. The crash cage may include afirst reinforcement brace extending outwardly in the lateral directionand upwardly in a vertical direction from the first upper beam to thefirst outrigger structure and a second reinforcement brace extendingoutwardly in the lateral direction and upwardly in the verticaldirection from the second upper beam to the second outrigger structure.

According to another aspect of the present disclosure, a land vehiclemay include a frame structure, a plurality of wheels, and an impactmanagement system. The frame structure may include an operator cage thatat least partially defines an operator cabin and a rear compartmentpositioned rearward of the operator cage in a longitudinal direction.The frame structure may include a pair of rails that each extends in thelongitudinal direction. The operator cabin may include a steering wheel,an operator seat, and a rack arranged in the operator cabin opposite thesteering wheel and the operator seat that includes a plurality of trays.The plurality of wheels may be supported by the frame structure. Theimpact management system may be supported by the frame structure andpositioned forward of the operator cage in the longitudinal direction.The impact management system may be configured to deform in response toimpact forces applied thereto in use of the land vehicle to maintainstructural integrity of at least some components of the frame structure.The impact management system may include a crash cage extending in thelongitudinal direction from the pair of rails to a forward-most point ofthe land vehicle.

In some embodiments, the operator cabin may include a pair of tracksaffixed to a floor of the operator cabin and spaced apart from oneanother in the longitudinal direction, the rack may be movable along thepair of tracks in a lateral direction perpendicular to the longitudinaldirection between a stowed position, in which the rack is disposeddistant from the operator seat, and a delivery position, in which therack is disposed close to the operator seat, and the land vehicle mayhave a gross vehicular weight rating (GVWR) of between 10,001 pounds and14,000 pounds. Additionally, in some embodiments, the land vehicle mayinclude a plurality of electric motors to generate rotational power thatare supported by the plurality of wheels, and one of the plurality ofelectric motors may be integrated directly into each one of theplurality of wheels. In some embodiments still, the land vehicle mayinclude a brake system coupled to each one of the plurality of wheels,and each brake system may include (i) a disc having a plurality ofnotches defined between circumferentially adjacent teeth of the disc,(ii) a first braking device configured to contact an outer face of thedisc to resist rotation of one of the plurality of wheels, (iii) asecond braking device circumferentially spaced from the first brakingdevice about the disc that is configured to contact the outer face ofthe disc to resist rotation of the one of the plurality of wheels, and(iv) a third braking device configured to contact one or more teeth ofthe disc to resist rotation of the one of the plurality of wheels.

In some embodiments, the crash cage may include (i) a pair of uprightinner posts each directly affixed to a corresponding one of the pair ofrails, (ii) a pair of upright outer posts each spaced from acorresponding one of the pair of upright inner posts in a lateraldirection perpendicular to the longitudinal direction such that the pairof upright outer posts are located outwardly of the pair of uprightinner posts in the lateral direction, (iii) a pair of upper links eachextending in the lateral direction from one of the pair of upright innerposts to one of the pair of upright outer posts, and (iv) a base linkextending in the lateral direction from one of the pair of upright outerposts to the other of the pair of upright outer posts that is positionedvertically beneath the pair of upper links relative to a support surfaceon which the land vehicle is positioned. The crash cage may include (v)a first lower beam extending parallel to the pair of rails in thelongitudinal direction, (vi) a second lower beam spaced from the firstlower beam in the lateral direction and extending parallel to the pairof rails in the longitudinal direction, (vii) a first crossbar extendingin the lateral direction to interconnect the first and second lowerbeams, (viii) a second crossbar positioned rearward of the firstcrossbar in the longitudinal direction that extends in the lateraldirection to interconnect the first and second lower beams, (ix) a firststrut affixed to the first lower beam and the second crossbar such thatthe first strut is arranged oblique to the first lower beam, and (x) asecond strut affixed to the second lower beam and the second crossbarsuch that the second strut is arranged oblique to the second lower beam.The crash cage may include (xi) a first upper beam extending parallel tothe pair of rails in the longitudinal direction that is coupled to oneof the pair of upright inner posts such that the first upper beam isarranged vertically above the pair of rails, (xii) a second upper beamspaced from the first upper beam in the lateral direction that extendsparallel to the pair of rails in the longitudinal direction and iscoupled to the other of the pair of upright inner posts such that thesecond upper beam is arranged vertically above the pair of rails, and(xiii) a crash wall interconnecting the first and second upper beams inthe lateral direction that is arranged adjacent the forward-most pointof the land vehicle. The crash cage may include (xiv) a first outriggerstructure extending from one of the pair of upright outer posts to afirst end of the crash wall located adjacent the first upper beam and(xv) a second outrigger structure extending from the other of the pairof upright outer posts to a second end of the crash wall locatedadjacent the second upper beam. The crash cage may include (xvi) a firstreinforcement brace extending outwardly in the lateral direction andupwardly in a vertical direction from the first upper beam to the firstoutrigger structure and (xvii) a second reinforcement brace extendingoutwardly in the lateral direction and upwardly in the verticaldirection from the second upper beam to the second outrigger structure.

According to another aspect of the present disclosure, a land vehiclemay include a frame structure, a plurality of wheels, and an impactmanagement system. The frame structure may include an operator cage thatat least partially defines an operator cabin and a rear compartmentpositioned rearward of the operator cage in a longitudinal direction.The frame structure may include a pair of rails that each extends in thelongitudinal direction. The plurality of wheels may be supported by theframe structure. The impact management system may be supported by theframe structure and positioned forward of the operator cage in thelongitudinal direction. The impact management system may be configuredto deform in response to impact forces applied thereto in use of theland vehicle to maintain structural integrity of at least somecomponents of the frame structure. The impact management system mayinclude a crash cage having a pair of upright inner posts, a pair ofupright outer posts, a pair of upper links, and a base link. Each of thepair of upright inner posts may be directly affixed to a correspondingone of the pair of rails. Each of the pair of upright outer posts may bespaced from a corresponding one of the pair of upright inner posts in alateral direction perpendicular to the longitudinal direction such thatthe pair of upright outer posts are located outwardly of the pair ofupright inner posts in the lateral direction. Each of the pair of upperlinks may extend in the lateral direction from one of the pair ofupright inner posts to one of the pair of upright outer posts. The baselink may extend in the lateral direction from one of the pair of uprightouter posts to the other of the pair of upright outer posts and bepositioned vertically beneath the pair of upper links relative to asupport surface on which the land vehicle is positioned.

These and other features of the present disclosure will become moreapparent from the following description of the illustrative embodiments.

BRIEF DESCRIPTION OF THE FIGURES

The invention described herein is illustrated by way of example and notby way of limitation in the accompanying figures. For simplicity andclarity of illustration, elements illustrated in the figures are notnecessarily drawn to scale. For example, the dimensions of some elementsmay be exaggerated relative to other elements for clarity. Further,where considered appropriate, reference labels have been repeated amongthe figures to indicate corresponding or analogous elements.

FIG. 1 is a front perspective view of an electric vehicle;

FIG. 2 is a sectional view of the electric vehicle of FIG. 1 taken aboutline 2-2 showing a rack in a stowed position in which the rack isdisposed distant from an operator seat;

FIG. 3 is a sectional view similar to FIG. 2 showing the rack in adelivery position in which the rack is disposed close to the operatorseat;

FIG. 4 is a perspective view of the electric vehicle of FIG. 1 showingan electric motor integrated directly into a wheel;

FIG. 5 is a perspective view of a brake system coupled to a wheel of theelectric vehicle of FIG. 1 ;

FIG. 6 is a front perspective view of the electric vehicle of FIG. 1showing an impact management system of the vehicle;

FIG. 7 is a front perspective view of the impact management systemdepicted in FIG. 6 coupled to a frame structure of the electric vehicle;

FIG. 8 is a bottom perspective view of the electric vehicle of FIG. 1prior to impact between the vehicle and a stationary structure;

FIG. 9 is a bottom perspective view similar to FIG. 8 showing thevehicle at rest after impact between the vehicle and the stationarystructure;

FIG. 10 is a front perspective view showing the impact management systemand the frame structure of the electric vehicle in one state afterimpact between the vehicle and the stationary structure shown in FIG. 8; and

FIG. 11 is a front perspective view similar to FIG. 10 showing theimpact management system and the frame structure of the electric vehiclein another state after impact between the vehicle and the stationarystructure.

DETAILED DESCRIPTION OF ILLUSTRATIVE EMBODIMENTS

While the concepts of the present disclosure are susceptible to variousmodifications and alternative forms, specific embodiments thereof havebeen shown by way of example in the drawings and will be describedherein in detail. It should be understood, however, that there is nointent to limit the concepts of the present disclosure to the particularforms disclosed, but on the contrary, the intention is to cover allmodifications, equivalents, and alternatives consistent with the presentdisclosure and the appended claims.

References in the specification to “one embodiment,” “an embodiment,”“an illustrative embodiment,” etc., indicate that the embodimentdescribed may include a particular feature, structure, orcharacteristic, but every embodiment may or may not necessarily includethat particular feature, structure, or characteristic. Moreover, suchphrases are not necessarily referring to the same embodiment. Further,when a particular feature, structure, or characteristic is described inconnection with an embodiment, it is submitted that it is within theknowledge of one skilled in the art to effect such feature, structure,or characteristic in connection with other embodiments whether or notexplicitly described. Additionally, it should be appreciated that itemsincluded in a list in the form of “at least one A, B, and C” can mean(A); (B); (C); (A and B); (A and C); (B and C); or (A, B, and C).Similarly, items listed in the form of “at least one of A, B, or C” canmean (A); (B); (C); (A and B); (A and C); (B and C); or (A, B, and C).

In the drawings, some structural or method features, such as thoserepresenting devices, modules, instructions blocks and data elements,may be shown in specific arrangements and/or orderings for ease ofdescription. However, it should be appreciated that such specificarrangements and/or orderings may not be required. Rather, in someembodiments, such features may be arranged in a different manner and/ororder than shown in the illustrative figures. Additionally, theinclusion of a structural or method feature in a particular figure isnot meant to imply that such feature is required in all embodiments and,in some embodiments, may not be included or may be combined with otherfeatures.

In some embodiments, schematic elements used to represent blocks of amethod may be manually performed by a user. In other embodiments,implementation of those schematic elements may be automated using anysuitable form of machine-readable instruction, such as software orfirmware applications, programs, functions, modules, routines,processes, procedures, plug-ins, applets, widgets, code fragments and/orothers, for example, and each such instruction may be implemented usingany suitable programming language, library, application programminginterface (API), and/or other software development tools. For instance,in some embodiments, the schematic elements may be implemented usingJava, C++, and/or other programming languages. Similarly, schematicelements used to represent data or information may be implemented usingany suitable electronic arrangement or structure, such as a register,data store, table, record, array, index, hash, map, tree, list, graph,file (of any file type), folder, directory, database, and/or others, forexample.

Further, in the drawings, where connecting elements, such as solid ordashed lines or arrows, are used to illustrate a connection,relationship, or association between or among two or more otherschematic elements, the absence of any such connection elements is notmeant to imply that no connection, relationship, or association canexist. In other words, some connections, relationships, or associationsbetween elements may not be shown in the drawings so as not to obscurethe disclosure. In addition, for ease of illustration, a singleconnecting element may be used to represent multiple connections,relationships, or associations between elements. For example, where aconnecting element represents a communication of signals, data orinstructions, it should be understood by those skilled in the art thatsuch element may represent one or multiple signal paths (e.g., a bus),as may be needed, to effect the communication.

Referring now to FIG. 1 , an illustrative land vehicle 100 is embodiedas, or otherwise includes, an electric delivery vehicle 102, such as anelectric delivery truck adapted for any use as a delivery vehicle, forexample. In some embodiments, the electric delivery vehicle 102 isadapted for use as a mail delivery vehicle that may be employed by theUnited States Postal Service. Of course, in other embodiments, theelectric delivery vehicle 102 may be configured for use in a variety ofother suitable applications. Furthermore, in other embodiments, the landvehicle 100 may be embodied as, or otherwise include, an electricutility van.

In some embodiments, the illustrative electric delivery vehicle 102 is apostal delivery truck. Additionally, in some embodiments, theillustrative delivery vehicle 102 is a non-postal delivery truck. Inembodiments in which the delivery vehicle 102 is a non-postal deliverytruck, the vehicle 102 may be employed in a variety of applications,such as the applications mentioned below, for example.

The illustrative land vehicle 100 may include one or more of thefeatures of the electric vehicle described in co-pending U.S. patentapplication Ser. No. 17/546,555 such as a roof cap 104, one or more raingutter(s) 106, one or more blind spot camera system(s) 108, one or moreopera window(s) 110, and one or more opera window mirror(s) 112, just toname a few. Additionally, the illustrative land vehicle 100 may includeone or more features of the electric vehicle described in co-pendingU.S. patent application Ser. No. 17/546,593, such as electric motors 400(see FIG. 4 ), for example. Furthermore, the illustrative land vehicle100 may include one or more features of the electric vehicle describedin co-pending U.S. patent application Ser. No. 17/546,500, such as brakesystems 500 (see FIG. 5 ), for example. The disclosures of thoseapplications are incorporated herein by reference in their entireties.

In some embodiments, the illustrative land vehicle 100 may include amonocoque, such as one of the monocoques described in U.S. patentapplication Ser. No. 17/142,766. Furthermore, in some embodiments, amonocoque of the illustrative land vehicle 100 may be formed using amodular mold system, such as one of the modular mold systems describedin U.S. patent application Ser. No. 17/142,766. Further still, in someembodiments, a monocoque of the illustrative land vehicle 100 may beformed according to the methods described in U.S. patent applicationSer. No. 17/142,785. The disclosures of those applications areincorporated herein by reference in their entireties.

It should be appreciated that the land vehicle 100 may be employed in avariety of applications. In some embodiments, the land vehicle 100 maybe embodied as, or otherwise included in, a fire and emergency vehicle,a refuse vehicle, a coach vehicle, a recreational vehicle or motorhome,a municipal and/or service vehicle, an agricultural vehicle, a miningvehicle, a specialty vehicle, an energy vehicle, a defense vehicle, aport service vehicle, a construction vehicle, and a transit and/or busvehicle, just to name a few. Additionally, in some embodiments, thevehicle 100 may be adapted for use with, or otherwise incorporated into,tractors, front end loaders, scraper systems, cutters and shredders, hayand forage equipment, planting equipment, seeding equipment, sprayersand applicators, tillage equipment, utility vehicles, mowers, dumptrucks, backhoes, track loaders, crawler loaders, dozers, excavators,motor graders, skid steers, tractor loaders, wheel loaders, rakes,aerators, skidders, bunchers, forwarders, harvesters, swing machines,knuckleboom loaders, diesel engines, axles, planetary gear drives, pumpdrives, transmissions, generators, and marine engines, among othersuitable equipment.

The illustrative land vehicle 100 includes a frame structure 700 (seeFIG. 7 ) and wheels 120 supported by the frame structure 700. The framestructure 700 includes, or otherwise at least partially defines, anoperator cage 132 that at least partially defines an operator cabin 134and a rear compartment 136 positioned rearward of the operator cage 132in a longitudinal direction 140 (i.e., in the lengthwise direction ofthe vehicle 100). In the illustrative embodiment, the frame structure700 includes rails 702, 704 extending in the longitudinal direction 140from respective ends 706, 708 arranged adjacent front wheels 122, 124 ofthe vehicle 100 to respective ends 710, 712 arranged adjacent rearwheels 126, 128 of the vehicle 100. However, as mentioned above, inother embodiments, the land vehicle 100 may include a monocoque. In oneexample, the monocoque may be provided in place of the frame structure700. In another example, the monocoque may be provided in addition tothe frame structure 700. In yet another example, the frame structure 700may serve as an reinforcement structure which is disposed internally inthe monocoque, and the monocoque may be disposed externally to the framestructure 700.

The illustrative wheels 120 include the front wheels 122, 124 and therear wheels 126, 128. The front wheel 122 and the rear wheel 126 areillustratively arranged on a left side 150 of the vehicle 100 (i.e.,when the vehicle 100 is viewed from the rear) and the front wheel 124and the rear wheel 128 are illustratively arranged on a right side 160of the vehicle 100 disposed opposite the left side 150. In theillustrative embodiment, the front wheels 122, 124 are positionedforward of the rear wheels 126, 128 in the longitudinal direction 140.

In the illustrative embodiment, the land vehicle 100 includes an impactmanagement system 600 (see FIG. 6 ) supported by the frame structure 700and positioned forward of the operator cage 132 in the longitudinaldirection 140. The impact management system 600 may be concealed by ahood 138 of the vehicle 100 as shown in FIG. 1 . The illustrative impactmanagement system 600 is configured to deform in response to impactforces applied thereto in use of the vehicle 100 to maintain structuralintegrity of the operator cage 132 and the rails 702, 704. Additionally,in some embodiments, deformation of the impact management system 600resulting from an impact or a crash may maintain structural integrity ofother components of the vehicle 100. In any case, as described ingreater detail below with reference to FIGS. 6 and 7 , the illustrativeimpact management system 600 includes a crash cage 610. As best seen inFIGS. 6 and 8 , the crash cage 610 extends in the longitudinal direction140 from the ends 706, 708 of the rails 702, 704 to a forward-most point170 of the vehicle 100.

It should be appreciated that the illustrative impact management system600 is configured to dissipate energy and/or forces applied to thevehicle 100 during an impact event or crash. Of course, energy and/orforces resulting from an impact event may be applied to the vehicle 100at various locations. In one example, such energy and/or forces may beapplied to the vehicle 100 at a location proximate the forward-mostpoint 170 and in a direction generally parallel to the longitudinaldirection 140 (e.g., during a head-on collision). In another example,such energy and/or forces may be applied to the vehicle 100 near one ormore of the front wheels 122, 124 and in a direction generallyperpendicular to the longitudinal direction 140 (e.g., during a sidecollision). Regardless, as a consequence of the energy dissipationeffected by the illustrative impact management system 600, lowermagnitude energy and/or forces may be transmitted to other components ofthe vehicle 100. In some cases, as discussed below with respect to FIGS.9-11 , deformation of the illustrative impact management system 600 isassociated with, or otherwise corresponds to, minimal transmission ofenergy and/or forces resulting from an impact event to the operator cage132 and the rails 702, 704 such that those components remainsubstantially intact during the impact event.

Referring now to FIGS. 2 and 3 , in the illustrative embodiment, anumber of features are included in the operator cabin 134 of the landvehicle 100. Those features are described in greater detail inco-pending U.S. application Ser. No. 17/546,555. Among other things, theillustrative operator cabin 134 includes, or otherwise houses, asteering wheel 200, an operator seat 210, and a rack 220 including trays222.

The illustrative operator cabin 134 includes a right-hand driveconfiguration 202 in which the steering wheel 200 and the operator seat210 are arranged on a right side 204 of the cabin 134. It should beappreciated that the configuration 202 may facilitate curbside deliveryfrom a driver seated in the operator seat 210 to a curbside mailbox, atleast in some embodiments. In any case, in the illustrative right-handconfiguration 202 of the operator cabin 134, the rack 220 is mounted ona left side 206 of the cabin 134 opposite the steering wheel 200 and theoperator seat 210. As such, the rack 220 occupies a space that mightotherwise be occupied by a passenger or driver seat in otherconfigurations.

The illustrative operator cabin 134 includes, or otherwise houses, apair of tracks 230, 232 that are affixed to a floor 208 of the cabin134. The tracks 230, 232 are spaced apart from one another in thelongitudinal direction 140 and arranged on the left side 206 of thecabin 134. In the illustrative embodiment, the rack 220 is movable inthe operator cabin 134 along the tracks 230, 232 in a lateral direction212 perpendicular to the longitudinal direction 140.

In the illustrative embodiment, the rack 220 is movable in the operatorcabin 134 along the tracks 230, 232 in the lateral direction 212 betweena stowed position 240 and a delivery position 300. In the stowedposition 240 of the rack 220, the rack 220 is disposed distant from theoperator seat 210. It should be appreciated that when the rack 220 isdisposed in the stowed position 240, items (e.g., mail parcels,articles, etc.) held by the trays 222 of the rack 220 may be locatedsufficiently far from the operator such that the operator may berequired to leave the seat 210 to access the items. In the deliveryposition 300 of the rack 220, the rack 220 is disposed close to theoperator seat 210. As a result, when the rack 220 is disposed in thedelivery position 300, items held by the trays 222 of the rack 220 maybe accessed by the operator without leaving the seat 210, at least insome embodiments.

It should be appreciated that in the United States, trucks are oftenclassified according to their gross vehicular weight rating (GVWR) whichmay correspond to particular truck classifications and dutyclassifications given in Table 1 below. In some embodiments, the vehicle100 has a GVWR (i.e., accounting for the weight of the truck when emptyand the payload carrying capacity of the truck when full) of between6,000 pounds and 19,800 pounds. Additionally, in some embodiments, thevehicle 100 has a GVWR of between 10,001 pounds and 14,000 pounds suchthat the vehicle 100 is embodied as, or otherwise includes, a Class 3electric delivery truck. In one particular example, in some embodiments,the vehicle 100 has a 1000 cubic foot capacity and weighs roughly 6,500pounds when empty and has a 6,000 pound payload capacity such that thevehicle 100 has a GVWR of about 12,500 pounds. Of course, it should beappreciated that in other embodiments, the vehicle 100 may be embodiedas, or otherwise include, a Class 3 vehicle, a Class 4 vehicle, or aClass 5 vehicle.

TABLE 1 US Truck Class Duty Classification Weight Limit Class 1 LightTruck 0-6,000 Pounds Class 2a Light Truck 6,001-8,500 Pounds Class 2bLight/Medium Truck 8,501-10,000 Pounds Class 3 Medium Truck10,001-14,000 Pounds Class 4 Medium Truck 14,001-16,000 Pounds Class 5Medium Truck 18,001-19,500 Pounds Class 6 Medium Truck 19.501-26,000Pounds Class 7 Heavy Truck 26,001-33,000 Pounds Class 8 Heavy Truck33,001 Pounds +

It should be appreciated that in some embodiments, the illustrativecabin 134 may include a left-hand drive configuration in which thesteering wheel 200 and the operator seat 210 are arranged on the leftside 206 of the cabin 134. In such a left-hand drive configuration, therack 220 may be mounted on the right side 204 of the cabin 134 oppositethe steering wheel 200 and the operator seat 210. As such, the rack 220may occupy a space that might otherwise be occupied by a passenger ordriver seat in other configurations. Furthermore, in such a left-handdrive configuration, the tracks 230, 232 may be arranged on the rightside 204 of the cabin 134.

In some embodiments, the vehicle 100 is embodied as, or otherwiseincludes, any one of a Class 3 through Class 5 electric delivery truckhaving a right-hand drive configuration. Additionally, in someembodiments, the vehicle 100 is embodied as, or otherwise includes, anyone of a Class 3 through Class 5 electric delivery truck having aleft-hand drive configuration. Further, in some embodiments still, thevehicle 100 is embodied as, or otherwise includes, any one of a Class 3through Class 5 electric delivery truck having another suitable driveconfiguration, such as a configuration in which the steering wheel 200and the operator seat 210 are centrally located in the cabin 134 in thelateral direction 212, for example.

Referring now to FIG. 4 , in the illustrative embodiment, the landvehicle 100 includes electric motors 400 configured to producerotational power to drive rotation of the wheels 120 in use of thevehicle 100. Each of the electric motors 400 is directly integrated intoone of the wheels 120 such that the vehicle 100 includes four electricmotors 400. As shown in FIG. 4 , one of the electric motors 400 (i.e.,the electric motor 402) is directly integrated into the wheel 124.

The illustrative motor 402 is embodied as, or otherwise includes, anydevice that is capable of being driven by electrical energy supplied bya power cell assembly 810 (see FIG. 8 ) to produce rotational power. Asindicated above, the illustrative motor 402 is directly integrated intothe wheel 124 so that rotational power produced by the motor 402 isprovided directly to the wheel 124 in use of the vehicle 100. At leastin some embodiments, the motor 402 is directly integrated into the wheel124 such that the motor 402 and the wheel 124 are concentrically mountedabout an axis 404. In such embodiments, the axis 404 may define, orotherwise coincide with, a rotational axis of the wheel 124.

In some embodiments, each of the electric motors 400 is configured togenerate about 100 horsepower (hp) in use of the land vehicle 100. Insome embodiments, each of the motors 400 may be embodied as, orotherwise include, a brushed DC motor, a brushless DC motor, a switchedreluctance motor, a universal AC/DC motor, an induction motor, a torquemotor, a synchronous motor, a doubly-fed electric machine, an ironlessor coreless rotor motor, a pancake or axial rotor motor, a servo motor,a stepper motor, a linear motor, or the like. Of course, it should beappreciated that in other embodiments, each of the motors 400 may beembodied as, or otherwise include, another suitable device capable ofconverting electrical energy supplied by the power cell assembly 810 torotational power to drive the wheels 120. In some embodiments, each ofthe electric motors 400 is configured to generate a sufficient amount ofrotational power and/or motive force to drive movement of one or more ofthe wheels 120 over an estimated service life of the vehicle 100, whichmay encompass a significant number of missions and/or delivery trips. Insuch embodiments, each of the motors 400 may be configured to generateless than 100 horsepower in use of the vehicle 100 or greater than 100horsepower in use of the vehicle 100, whatever the case may be.

In the illustrative embodiment, each of the electric motors 400 iscoupled to one of the wheels 120 without any transmission gearinginterposed therebetween. Even more, at least in some embodiments, theillustrative land vehicle 100 entirely omits one or more transmissions.Consequently, in such embodiments, the land vehicle 100 is free fromcomponents that may be present in conventional transmissions, such astorque converters, rotating torque-transmitting mechanisms or clutches,stationary torque-transmitting mechanisms or brakes, transmissiongearing, pressure control valves, shift control valves, regulatorvalves, check valves, and various components of electro-hydrauliccontrol systems. As a result, the powertrain and/or drivetrain of thevehicle 100 may include significantly fewer parts than otherconfigurations, thereby facilitating maintenance, reliability, andreduced design complexity, among other things.

In the illustrative embodiment, the electric motors 400 of the landvehicle 100 are the only components of the vehicle 100 capable ofgenerating rotational power to drive the wheels 120. The illustrativeland vehicle 100 therefore does not include an internal combustionengine. As such, the land vehicle 100 is free from a number ofcomponents that may be utilized in conventional configurations totransmit rotational power from one or more internal combustion enginesto one or more wheels, such as driveshafts, differentials, and axles,just to name a few. In that additional respect, the powertrain and/ordrivetrain of the vehicle 100 may include significantly fewer parts thanother configurations, which may facilitate maintenance, reliability, andreduced design complexity as mentioned above.

Referring now to FIG. 5 , in the illustrative embodiment, the landvehicle 100 includes brake systems 500 configured to resist rotation ofthe wheels 120 to stop and/or slow the vehicle 100 in use thereof. Onebrake system 500 is illustratively coupled to each one of the wheels120. Each illustrative brake system 500 includes a disc 502, a brakingdevice 510, a braking device 530, and a braking device 550. Theillustrative disc 502 includes notches 504 defined betweencircumferentially adjacent teeth 506 of the disc 502. The illustrativebraking device 510 is configured to contact an outer face 508 of thedisc 502 to resist rotation of one of the wheels 120 in use of thevehicle 100. The illustrative braking device 530 is circumferentiallyspaced from the braking device 510 about the disc 502 and configured tocontact the outer face 508 thereof to resist rotation of one of thewheels 120 in use of the vehicle 100. The illustrative braking device550 is configured to contact one or more teeth 506 of the disc 502 toresist rotation of one of the wheels 120 in use of the vehicle 100. Itshould be appreciated that any one of the braking devices 510, 530, 550of each brake system 500 may be activated to resist rotation of one ofthe wheels 120 in use of the vehicle 100 and thereby provide redundantbraking means. Additionally, it should be appreciated that the multiplebraking devices 510, 530, 550 may be activated in combination with oneanother to cooperatively resist rotation of one of the wheels 120 in useof the vehicle 100.

In the illustrative embodiment, the disc or rotor 502 of each brakesystem 500 is configured for rotation about a rotational axis 503. Theillustrative disc 502 is coupled to the wheel 120 for common rotationtherewith about the axis 503, at least in some embodiments.Additionally, in some embodiments, the disc 502 may be integrally formedwith the wheel 120. At an inner diameter 505 thereof, the disc 502 isformed to include the notches 504 that are defined betweencircumferentially adjacent teeth 506 of the disc 502.

The illustrative braking device 510 is configured to contact the outerface 508 of the disc 502 to resist rotation of the wheel 120 about theaxis 503 in use of the land vehicle 100. In the illustrative embodiment,the braking device 510 is embodied as, or otherwise includes, a discbrake assembly. The braking device 510 includes a caliper 512, one ormore pistons 514, and brake pads 524. In addition, the braking device510 may include a number of components not depicted in the Figures, suchas one or more seals, dust boots, bleeder devices, anti-rattle clips,brake shoes, linings, locating pins, mounting pins, bearings, retainers,caps, anchor plates, mounting plates, spindles, or the like.

The illustrative caliper 512 of the braking device 510 is embodied as,or otherwise includes, a housing 513 of the braking device 510 that atleast partially houses a number of components of the braking device 510,such as the piston(s) 514, for example. In the illustrative embodiment,the braking device 510 includes only one caliper 512. Furthermore, inthe illustrative embodiment, the braking device 510 includes six pistons(only pistons 516, 518, 520 are shown in FIG. 5 ) that are at leastpartially housed by the only one caliper 512. However, in otherembodiments, it should be appreciated that the braking device 510 mayinclude only one piston. The illustrative braking device 510 alsoincludes a pair of brake pads (only brake pad 524 is shown) that areconfigured to contact opposite sides (i.e., outer and inner sides) ofthe disc 502 to resist rotation of the wheel 120 about the axis 503 inuse of the vehicle 100.

The caliper 512 of the braking device 510 may have a variety ofconstructions. In the illustrative example, the caliper 512 has atwo-piece construction in which two parts (only part 526 is shown inFIG. 5 ) are secured to one another in close proximity to an end 528 ofthe caliper 512 by fasteners 527. In the illustrative example, the partsof the caliper 512 are spaced apart from one another in close proximityto an end 529 that is arranged opposite the end 528. The brake pads arecoupled to inner sides of the parts and arranged in confronting relationwith one another to permit contact between the brake pads and the disc502 when the disc 502 is positioned between the pads adjacent the end529. In the illustrative example, a sensor 580 is coupled to the part526 of the caliper 512 at an outer periphery thereof. The sensor 580 isconfigured to provide a signal indicative of wear or degradation of thebrake pads in use of the vehicle 100, at least in some embodiments. Inother examples, however, the caliper 512 may have another suitableconstruction and be formed from another suitable number of parts.

In some embodiments, the wheel 120 illustratively depicted in FIG. 5 issupported for rotation about the rotational axis 503 by a bearing 560.In such embodiments, a braking sensor 562 is integrated into the bearing560. The illustrative braking sensor 562 is configured to provide asignal to a control system (not shown) indicative of a rotational speedof the wheel 120 in use of the vehicle 100, at least in someembodiments. The signal provided by the braking sensor 562 may beutilized to control one or more components of an anti-lock brake system(not shown) included in the vehicle 100.

In some embodiments, fluid connections 564 are located radially betweenthe rotational axis 503 and the inner diameter 505 of the disc 502. Thefluid connections 564 may be utilized to circulate cooling fluiddelivered from a cooling fluid source (not shown) through the wheel 120to cool the wheel 120 in use of the vehicle 100, at least in someembodiments. Each of the fluid connections 564 may be embodied as, orotherwise include, a projection 566 that extends outwardly away from aninterior 568 of the wheel 120 and parallel to the rotational axis 503such that the fluid connections 564 are not generally not recessed. Insome embodiments, a connector 570 is located in the interior 568 of thewheel 120 adjacent the fluid connections 564. The connector 570 may beconfigured to interface with a single low voltage cable 572 that is atleast partially positioned in the interior 568.

In the illustrative embodiment, the braking device 530 is an electronicparking brake mechanism. Additionally, in the illustrative embodiment,the braking device 550 is a parking pawl mechanism. It should beappreciated that in use of the vehicle 100, the braking devices 530, 550may be operated by a control system independently of one another and/orin concert with one another.

As mentioned above, the illustrative electronic parking brake mechanism530 is configured to contact the outer face 508 of the disc 502 toresist rotation of the wheel 120 about the axis 503 in use of thevehicle 100. As best seen in FIG. 5 , the parking brake mechanism 530 iscircumferentially spaced from the braking device 510 about the disc 502and the axis 503. More specifically, the parking brake mechanism 530 andthe braking device 510 are circumferentially spaced about 180 degreesfrom one another about the disc 502 and the axis 503. In theillustrative arrangement, among other components, the fluid connections564 and the connector 570 are circumferentially located between theparking brake mechanism 530 and the braking device 510.

At least in some embodiments, the illustrative parking brake mechanism530 includes a number of features similar to corresponding features ofthe braking device 510. In such embodiments, the parking brake mechanism530 includes a housing 532, one or more actuators or pistons 538 atleast partially housed by the housing 532, and brake pads (only brake540 is shown) supported by the housing 532 that are configured tocontact opposite sides (i.e., outer and inner sides) of the disc 502 toresist rotation of the wheel 120 about the axis 503 in use of thevehicle 100. In addition, the parking brake mechanism 530 may include anumber of components not depicted in the Figures, such as one or moreseals, dust boots, bleeder devices, anti-rattle clips, brake shoes,linings, locating pins, mounting pins, bearings, retainers, caps, anchorplates, mounting plates, spindles, or the like.

The housing 532 of the parking brake mechanism 530 may have a variety ofconstructions. In the illustrative example, the housing 532 has atwo-piece construction in which two parts (only part 534 is shown) aresecured to one another in close proximity to an end 536 of the housing532. In the illustrative example, the parts of the housing 532 arespaced apart from one another in close proximity to an end 537 that isarranged opposite the end 536. The brake pads are coupled to inner sidesof the parts and arranged in confronting relation with one another topermit contact between the brake pads and the disc 502 when the disc 502is positioned between the pads adjacent the end 537. In the illustrativeexample, a sensor 542 is coupled to the part 534 of the housing 532 atan outer periphery thereof. The sensor 542 is configured to provide asignal indicative of wear or degradation of the brake pads in use of thevehicle 100, at least in some embodiments. In other examples, however,the housing 532 may have another suitable construction and be formedfrom another suitable number of parts.

As mentioned above, the illustrative parking pawl mechanism 550 isconfigured to contact one or more teeth 506 of the disc 502 to resistrotation of the wheel 120 in use of the vehicle 100. Unlike someconventional devices, the illustrative parking pawl mechanism 550 is notfitted to, and does not interact with, a transmission of the vehicle100, since the vehicle 100 omits one or more transmissions as indicatedabove. Thus, unlike some conventional devices, the illustrative parkingpawl mechanism 550 does not lock an output shaft of a transmission toprevent rotation of the wheel 120.

In the illustrative embodiment, the parking pawl mechanism 550 includesa pawl or pin 552 at least partially housed by a housing 556. The pawl552 may be sized to contact one or more of the teeth 506 in use of themechanism 550. Additionally, in some embodiments, the parking pawlmechanism 550 may include one or more actuators 554 at least partiallyhoused by the housing 556. The one or more actuators 554 are configuredto drive movement (e.g., extension) of the pawl 552 relative to thehousing 556 to contact one or more of the teeth 506 and thereby resistrotation of the wheel 120, at least in some embodiments. Additionally,in such embodiments, the one or more actuators 554 are configured todrive movement (i.e., retraction) of the pawl 552 relative to thehousing 556 to release the pawl 552 and thereby permit rotation of thewheel 120.

Referring now to FIGS. 6 and 7 , the illustrative impact managementsystem 600 is shown positioned in a cavity 602 at least partiallydefined by a body 604 of the vehicle 100 (see FIG. 6 ) and coupled tothe frame structure 700 with the body 604 and the wheels 120 omitted forthe sake of simplicity (see FIG. 7 ). As mentioned above, the impactmanagement system 600 includes the crash cage 610 that extends in thelongitudinal direction 140 from the ends 706, 708 of the rails 702, 704to the forward-most point 170 of the vehicle 100. In the illustrativeembodiment, the crash cage 610 includes a post assembly 620, a postassembly 640, a lower crash assembly 650, an upper crash assembly 670,an outrigger structure 690, and an outrigger structure 694, among otherthings, as described in greater detail below. The impact managementsystem 600 extends in a vertical direction 606 between a lower end 608and an upper end 610.

The illustrative post assembly 620 includes, or otherwise defines, afour-bar linkage 722 that is aligned with the rail 702 in thelongitudinal direction 140 at the end 706 of the rail 702. In theillustrative embodiment, the post assembly 620 includes an upright innerpost 724, an upright outer post 726, an upper link 728, and a base link730. The upright inner post 724 is directly affixed to the rail 702 atthe end 706 thereof. The upright outer post 726 is spaced from theupright inner post 724 in the lateral direction 212 such that the outerpost 726 is located outwardly of the inner post 724 in the lateraldirection 212. The upper link 728 extends in the lateral direction 212from the inner post 724 to the outer post 726. The base link 730 extendsin the lateral direction 212 from the upright outer post 726 to anupright outer post 746 of the post assembly 640. The base link 730 isillustratively positioned vertically beneath the upper link 728 relativeto a support surface (e.g., the ground) on which the land vehicle 100 ispositioned. The upright inner post 724, the upright outer post 726, theupper link 728, and the base link 730 illustratively cooperate to atleast partially define the four-bar linkage 722.

The illustrative post assembly 640 includes, or otherwise defines, afour-bar linkage 742 that is aligned with the rail 704 in thelongitudinal direction 140 at the end 708 of the rail 704. In theillustrative embodiment, the post assembly 640 includes an upright innerpost 744, an upright outer post 746, an upper link 748, and the baselink 730. The upright inner post 744 is directly affixed to the rail 704at the end 708 thereof. The upright outer post 746 is spaced from theupright inner post 744 in the lateral direction 212 such that the outerpost 746 is located outwardly of the inner post 744 in the lateraldirection 212. The upper link 748 extends in the lateral direction 212from the inner post 744 to the outer post 746. The base link 730 isillustratively positioned vertically beneath the upper link 748 relativeto a support surface on which the land vehicle 100 is positioned. Theupright inner post 744, the upright outer post 746, the upper link 748,and the base link 730 illustratively cooperate to at least partiallydefine the four-bar linkage 742.

In the illustrative embodiment, the lower crash assembly 650 at leastpartially defines the lower end 608 of the impact management system 600.The illustrative crash assembly 650 includes a lower beam or crash tube752, a lower beam or crash tube 758, a crossbar 764, a crossbar 766, astrut 768, and a strut 770. Those components of the crash assembly 650are described in greater detail below.

The illustrative lower beam 752 is directly affixed to the upright innerpost 724 of the post assembly 620. The lower beam 752 extends parallelto the rail 702 in the longitudinal direction 140 and is aligned withthe rail 702 in the vertical direction 606. The lower beam 752 extendsin the longitudinal direction 140 from an end 754 coupled to the innerpost 724 to an end 756 arranged adjacent the forward-most point 170 ofthe vehicle 100.

The illustrative lower beam 758 is spaced from the beam 752 in thelateral direction 212 and directly affixed to the upright inner post 744of the post assembly 640. The lower beam 758 extends parallel to therail 704 in the longitudinal direction 140 and is aligned with the rail704 in the vertical direction 606. The lower beam 758 extends in thelongitudinal direction 140 from an end 760 coupled to the inner post 744to an end 762 arranged adjacent the forward-most point 170 of thevehicle 100.

The illustrative crossbar 764 extends in the lateral direction 212between the lower beams 752, 758 and interconnects the lower beams 752,758. The illustrative crossbar 766 also extends in the lateral direction212 between the lower beams 752, 758 and interconnects the lower beams752, 758. The crossbar 766 is positioned rearward of the crossbar 764 inthe longitudinal direction 140.

The illustrative strut 768 is affixed to the lower beam 752 and thecrossbar 766. More specifically, the strut 768 is affixed to the lowerbeam 752 and the crossbar 766 such that the strut 768 is arrangedoblique to the lower beam 752. The illustrative strut 770 is affixed tothe lower beam 758 and the crossbar 766. More specifically, the strut770 is affixed to the lower beam 758 and the crossbar 766 such that thestrut 770 is arranged oblique to the lower beam 758.

In the illustrative embodiment, the upper crash assembly 670 ispositioned above the lower crash assembly 650 in the vertical direction606. The illustrative crash assembly 670 includes an upper beam 772, anupper beam 774, a crash wall 776, a vertical support 778, and a verticalsupport 780. Those components of the crash assembly 670 are described ingreater detail below.

The illustrative upper beam 772 is directly affixed to the upright innerpost 724 of the post assembly 620. The upper beam 772 extends parallelto the rail 702 in the longitudinal direction 140 and is arrangedvertically above the rail 702 in the vertical direction 606. The upperbeam 772 is interconnected with the lower beam 752 by the verticalsupport 778. The vertical support 778 is illustratively arranged in thelongitudinal direction 140 between the crossbars 764, 766.

The illustrative upper beam 774 is spaced from the beam 772 in thelateral direction 212 and directly affixed to the upright inner post 744of the post assembly 640. The upper beam 774 extends parallel to therail 704 in the longitudinal direction 140 and is arranged verticallyabove the rail 704 in the vertical direction 606. The upper beam 774 isinterconnected with the lower beam 758 by the vertical support 780. Thevertical support 780 is illustratively arranged in the longitudinaldirection 140 between the crossbars 764, 766.

The illustrative crash wall 776 extends in the lateral direction 212between the upper beams 772, 774 to interconnect the beams 772, 774. Inthe illustrative embodiment, the crash wall 776 is arranged in thelongitudinal direction 140 adjacent the forward-most point 170 of thevehicle 100. In some embodiments, the crash wall 776 may be coupled to,and provide an interconnection between, the outrigger structures 690,694 adjacent the forward-most point 170 of the vehicle 100.

The illustrative outrigger structure 690 is at least partially arrangedoutwardly of the lower crash assembly 650 and the upper crash assembly670 in the lateral direction 212. In the illustrative embodiment, theoutrigger structure 690 extends from the upright outer post 726 of thepost assembly 620 to an end 782 of the crash wall 776 that is locatedadjacent the upper beam 772. The illustrative outrigger structure 690 isshaped to define an arc 792 between the upright outer post 726 and theend 782 of the crash wall 776. At least in some embodiments, theoutrigger structure 690 is configured for deformation in response toforces applied to the vehicle 100 in a direction generally perpendicularto, and not parallel to, the longitudinal direction 140 during an impactevent (e.g., a side collision).

The illustrative outrigger structure 694 is at least partially arrangedoutwardly of the lower crash assembly 650 and the upper crash assembly670 in the lateral direction 212. In the illustrative embodiment, theoutrigger structure 694 is arranged opposite the outrigger structure 690and extends from the upright outer post 746 of the post assembly 640 toan end 784 of the crash wall 776 that is located adjacent the upper beam774. The illustrative outrigger structure 694 is shaped to define an arc796 between the upright outer post 746 and the end 784 of the crash wall776. At least in some embodiments, the outrigger structure 694 isconfigured for deformation in response to forces applied to the vehicle100 in a direction generally perpendicular to, and not parallel to, thelongitudinal direction 140 during an impact event (e.g., a sidecollision).

In the illustrative embodiment, the crash cage 610 of the impactmanagement system 600 includes a reinforcement brace 786 that is coupledbetween the upper beam 772 of the upper crash assembly 670 and theoutrigger structure 690. More specifically, the reinforcement brace 786extends outwardly in the lateral direction 212 and upwardly in thevertical direction 606 from the upper beam 772 to the outriggerstructure 690 to interconnect the upper beam 772 and the outriggerstructure 690. At least in some embodiments, the reinforcement brace 786is configured for deformation in response to forces applied to thevehicle 100 in a direction generally perpendicular to, and not parallelto, the longitudinal direction 140 during an impact event (e.g., a sidecollision).

In the illustrative embodiment, the crash cage 610 of the impactmanagement system 600 includes a reinforcement brace 788 that is coupledbetween the upper beam 774 of the upper crash assembly 670 and theoutrigger structure 694. More specifically, the reinforcement brace 788extends outwardly in the lateral direction 212 and upwardly in thevertical direction 606 from the upper beam 774 to the outriggerstructure 694 to interconnect the upper beam 774 and the outriggerstructure 694. At least in some embodiments, the reinforcement brace 788is configured for deformation in response to forces applied to thevehicle 100 in a direction generally perpendicular to, and not parallelto, the longitudinal direction 140 during an impact event (e.g., a sidecollision).

Referring now to FIG. 8 , the illustrative vehicle 100 is depicted nextto a stationary structure 800 immediately prior to occurrence of animpact event between the vehicle 100 and the structure 800. In a state802 of the vehicle 100 shown in FIG. 8 , no components of the impactmanagement system 600 have been deformed. Therefore, the impactmanagement system 600 is depicted in FIG. 8 in similar fashion to thedepiction of the system 600 in FIG. 7 . In the state 802 of the vehicle100, at least in some embodiments, the vehicle 100 may be traveling at areference crash test speed, such as 30 miles/hour, for example.

Referring now to FIG. 9 , the illustrative vehicle 100 is depicted in astate 900 thereof following the impact event between the vehicle 100 andthe stationary structure 800. In the state 900, the vehicle 100 isillustratively at rest. A number of components of the impact managementsystem 600 have been at least partially deformed in the illustrativestate 900 of the vehicle 100. Such components include, among others, thelower beams or crash tubes 752, 758, the outrigger structures 690, 694,the crossbars 764, 766, the crash wall 776, the struts 768, 770, and thelinkages 722, 742.

As evident from FIG. 9 , in the illustrative state 900 of the vehicle100, minimal or relatively minimal deformation of the componentspositioned rearward of the illustrative crash cage 610 in thelongitudinal direction 140 (i.e., the rails 702, 704, the operator cage132, and the power cell assembly 810) has occurred. It should beappreciated, therefore, that the illustrative impact management system600 is configured to, at least in some embodiments, substantiallyisolate the rails 702, 704, the operator cage 132, and the power cellassembly 810 from impact forces applied and/or transmitted to the impactmanagement system 600 during an impact event. Furthermore, it should beappreciated that in at least some embodiments, the illustrative impactmanagement system 600 is capable of isolating the aforementionedcomponents from impact forces during head-on collisions and/or duringside collisions proximate the system 600 in use of the vehicle 100.

Referring now to FIG. 10 , the illustrative impact management system 600and the frame structure 700 coupled thereto are depicted in a state 1000with other elements of the vehicle 100 (e.g., the wheels 122, 124, thebody 604, and the power cell assembly 810) omitted for the sake ofsimplicity. In some embodiments, the illustrative state 1000 of thevehicle 100 corresponds to an instance of time subsequent to the timeinstance associated with the illustrative state 802 of the vehicle 100.Additionally, in some embodiments, the illustrative state 1000corresponds to an instance of time subsequent to the time instanceassociated with the illustrative state 802 and prior to the timeinstance associated with the illustrative state 900. In one example, theillustrative state 1000 corresponds to a time instance of 0.03 secondsafter the time instance associated with the illustrative state 802. Inanother example, the illustrative state 1000 corresponds to a timeinstance of 0.04 seconds before the time instance associated with theillustrative state 900.

As shown in FIG. 10 , a number of components of the impact managementsystem 600 have been at least partially deformed, or are in the processof undergoing at least partial deformation, in the illustrative state1000 of the vehicle 100. Such components include, among others, thelower beams or crash tubes 752, 758, the outrigger structures 690, 694,the crossbars 764, 766, the crash wall 776, the struts 768, 770, and thebase link 730. However, in the illustrative state 1000, minimal orrelatively minimal deformation of the components positioned rearward ofthe linkages 722, 724 in the longitudinal direction 140 (i.e., the rails702, 704) has occurred. Additionally, minimal or relatively minimaldeformation of the linkages 722, 742 of the post assemblies 620, 640 hasoccurred in the illustrative state 1000 of the vehicle 100.

Referring now to FIG. 11 , the illustrative impact management system 600and the frame structure 700 coupled thereto are depicted in a state 1100with other elements of the vehicle 100 (e.g., the wheels 122, 124, thebody 604, and the power cell assembly 810) omitted for the sake ofsimplicity. In some embodiments, the illustrative state 1100 of thevehicle 100 corresponds to an instance of time identical to the timeinstance associated with the illustrative state 900 of the vehicle 100.In one example, the illustrative states 900, 1100 correspond to a timeinstance of 0.04 seconds after the time instance associated with theillustrative state 1000. In another example, the illustrative states900, 1100 correspond to a time instance of 0.07 seconds after the timeinstance associated with the illustrative state 802.

While the disclosure has been illustrated and described in detail in theforegoing drawings and description, the same is to be considered asexemplary and not restrictive in character, it being understood thatonly illustrative embodiments thereof have been shown and described andthat all changes and modifications that come within the spirit of thedisclosure are desired to be protected.

What is claimed is:
 1. An electric vehicle comprising: a frame structureincluding a pair of rails that each extends in a longitudinal direction;at least one electric motor supported by the frame structure to generaterotational power to drive movement of the electric vehicle; and animpact management system supported by the frame structure that isconfigured to deform in response to impact forces applied thereto in useof the electric vehicle to maintain structural integrity of the pair ofrails, wherein: the impact management system includes a crash cagehaving a pair of upright inner posts each directly affixed to acorresponding one of the pair of rails and each arranged to extendperpendicular to the corresponding one of the pair of rails, a firstupright inner post of the pair of upright inner posts is disposed atleast partially inward of the corresponding one of the pair of rails ina lateral direction perpendicular to the longitudinal direction; and asecond upright inner post of the pair of upright inner posts is disposedat least partially inward of the corresponding one of the pair of railsin the lateral direction.
 2. The electric vehicle of claim 1, whereinthe first upright inner post is at least partially offset from thecorresponding one of the pair of rails in the lateral direction.
 3. Theelectric vehicle of claim 2, wherein the second upright inner post is atleast partially offset from the corresponding one of the pair of railsin the lateral direction.
 4. The electric vehicle of claim 1, wherein:the crash cage includes a first lower beam coupled to one of the pair ofrails and arranged to extend parallel to the one of the rails in thelongitudinal direction; and the first lower beam is offset from the oneof the pair of rails in the lateral direction.
 5. The electric vehicleof claim 4, wherein: the crash cage includes a second lower beam coupledto the other of the pair of rails and arranged to extend parallel to theother of the pair of rails in the longitudinal direction; and the secondlower beam is offset from the other of the pair of rails in the lateraldirection.
 6. The electric vehicle of claim 5, wherein the first uprightinner post is disposed between the corresponding one of the pair ofrails and one of the first lower beam and the second lower beam in thelateral direction.
 7. The electric vehicle of claim 6, wherein thesecond upright inner post is disposed between the corresponding one ofthe pair of rails and the other of the first lower beam and the secondlower beam in the lateral direction.
 8. The electric vehicle of claim 1,wherein the crash cage comprises a pair of upright outer posts eachspaced from a corresponding one of the pair of upright inner posts inthe lateral direction such that the pair of upright outer posts arelocated outwardly of the pair of upright inner posts in the lateraldirection.
 9. The electric vehicle of claim 8, wherein the crash cagecomprises a pair of upper links each extending in the lateral directionfrom one of the pair of upright inner posts to one of the pair ofupright outer posts.
 10. An electric vehicle comprising: a framestructure including a pair of rails that each extends in a longitudinaldirection; at least one electric motor supported by the frame structureto generate rotational power to drive movement of the electric vehicle;and an impact management system supported by the frame structure that isconfigured to deform in response to impact forces applied thereto in useof the electric vehicle to maintain structural integrity of the pair ofrails, wherein: the crash cage includes a first lower beam coupled toone of the pair of rails and arranged to extend parallel to the one ofthe rails in the longitudinal direction and a second lower beam coupledto the other of the pair of rails and arranged to extend parallel to theother of the pair of rails in the longitudinal direction, the firstlower beam is arranged at least partially inward of the one of the pairof rails in a lateral direction perpendicular to the longitudinaldirection, and the second lower beam is arranged at least partiallyinward of the other of the pair of rails in the lateral direction. 11.The electric vehicle of claim 10, wherein the crash cage comprises atleast one crossbar extending in the lateral direction to interconnectthe first and second lower beams.
 12. The electric vehicle of claim 11,wherein the at least one crossbar includes a first crossbar and a secondcrossbar positioned rearward of the first crossbar in the longitudinaldirection.
 13. The electric vehicle of claim 12, wherein the crash cagecomprises a first strut affixed to the first lower beam and the secondcrossbar such that the first strut is arranged oblique to the firstlower beam.
 14. The electric vehicle of claim 13, wherein the crash cagecomprises a second strut affixed to the second lower beam and the secondcrossbar such that the second strut is arranged oblique to the secondlower beam.
 15. The electric vehicle of claim 10, wherein: the crashcage includes a first upper beam coupled to one of the pair of rails anda second upper beam coupled to the other of the pair of rails; and thefirst and second upper beams are arranged vertically above the pair ofrails, the first lower beam, and the second lower beam.
 16. The electricvehicle of claim 15, wherein: the first upper beam is arranged at leastpartially inward of the one of the pair of rails in the lateraldirection; and the second upper beam is arranged at least partiallyinward of the other of the pair of rails in the lateral direction. 17.The electric vehicle of claim 15, wherein the crash cage comprises acrash wall that interconnects the first and second upper beams in thelateral direction and is arranged adjacent a forward-most point of theelectric vehicle.
 18. The electric vehicle of claim 17, wherein: thecrash cage comprises a first outrigger structure extending from one of apair of upright outer posts of the crash cage to a first end of thecrash wall located adjacent the first upper beam; and the firstoutrigger structure is configured for deformation in response to forcesapplied thereto in one or more directions that are not parallel to thelongitudinal direction.
 19. The electric vehicle of claim 18, wherein:the crash cage comprises a second outrigger structure extending from theother of the pair of upright outer posts of the crash cage to a secondend of the crash wall located adjacent the second upper beam, and thesecond outrigger structure is configured for deformation in response toforces applied thereto in one or more directions that are not parallelto the longitudinal direction.
 20. An electric vehicle comprising: aframe structure including a pair of rails that each extends in alongitudinal direction; at least one electric motor supported by theframe structure to generate rotational power to drive movement of theelectric vehicle; and an impact management system supported by the framestructure that is configured to deform in response to impact forcesapplied thereto in use of the electric vehicle to maintain structuralintegrity of the pair of rails, wherein: the crash cage includes a firstlower beam coupled to one of the pair of rails and arranged to extendparallel to the one of the rails in the longitudinal direction, a secondlower beam coupled to the other of the pair of rails and arranged toextend parallel to the other of the pair of rails in the longitudinaldirection, a first upper beam coupled to the one of the pair of railsand arranged to extend above the first lower beam in the longitudinaldirection, and a second upper beam coupled to the other of the pair ofrails and arranged to extend above the second lower beam in thelongitudinal direction, the first lower beam is arranged at leastpartially inward of the one of the pair of rails in a lateral directionperpendicular to the longitudinal direction, and the second lower beamis arranged at least partially inward of the other of the pair of railsin the lateral direction.